Railway signaling.



H. W. GRIFFIN.- f

RAILWAY SIGNALING.

APPLICATION FILED MAR. 4. I9I2.

INvEN-Ijon H. W. GRIFFIN.

RAILWAY SIGNALING. APPLICATION FILED MAR.4,19|2.

1,298,693. l Patented Apr. 1, 1919.. i

4 SHEETS-SHEET 2.

L I WITNESSES INVENTOR faam H. W. GRIFFIN.

RAILWAY SIGNALING.

APPLICATION HLED MAR.4.19|2.

1,298.69 3. Patented Apr. 1, 1919.l

4 SHEET HEET 3.

wn'NEssEs INVENTOR 'a/WMA@ ygm/y @im f Wssr `H. W. GRIFFIN. HMLWAYSIGNALING.

APPLlcArloNflLED MAB. 4. 1912.

INVENTOR l f/`A A n s Mm P.. m Nw. QTW Mm mw m 4 um UNITED STATES PATENTOFFICE.

HENRY GRIFFIN, `OIIE NEW YORK, N. Y., ASSIGNOR'TO THE UNION SWITCH &SIGNAL COMPANY, 0F SWISSVALE, PENNSYLVANIA, A CORPORATION 0FPENNSYLVANIA.

To all whom it'may concern:

Be it known that I, HENRY W. GnIFFIN, a citizen of the United States,residing at New York, in the county of New-York and "State of New York,have invented certain a tween passing sidings, although it is notlimited Vto this particular application.

I will describ'e one form of railway signaling system embodying myinvention, and then point out the 'novel features thereof in claims.v`In the accompanying drawing Figure 1 is' a' diagrammatic view showing astretch of track provided with one form `of signaling system embodyingmy invention. Fig. 2 is a diagrammaticview showing a modification oftheform shownin Fig. 1. Fig. 3 is a :'diagra'mmaticview showing aduplication of i the shown in Fig. 1. Fig. 4 is a diaindicate tlanger,cautiom and clean grammatic view showing another modificaeen Of-rig. 1.`

Similar reference characters refer to similar parts in each of theviews.

passing s1dings. P is a preliminary section for purposes hereinafterexplained. The stretch A is provided with signaling devices adjacenteach siding for governing trafic in `opposite directions through thestretch. Each signaling device is adapted to As here shown eachsignaling device comprises a semaphore S or S adapted for two positionsfof `indication and an auxiliary signal L or L here shown as beingelectric lamps. I do not however wish `to be limited to this particulartype of signaling device. It is understood that each'semaphore S and Sis also provided with a light in the usual manner for nightindications.v

Semaphore S is 'controlled by relay D, semaphore S is `controlled byrelay D. These relays I shall hereinafter refer to as the clearindication relays. Lamp Liscon- Vtrolled by relay klikiandlamp L iscontrolled by rela' E. These latter relays I shall hereina ter refer toas the caution indica- Specification of Letters Patent.

RALwAY SIGNALING.

Patented Apr. 1, 1919.

Application filed March 4, 1912. Serial No. 681,606.

change semaphore S to danger when it enters section P.

The stretch A is provided with at least two track relays arrangedto beoperated successively by the passage of a-car or train through thestretch. Asy here shown the stretch A comprises one track circuit havinga source of alternating signaling current connected adjacent the middleand two track relays a and Z1 connected adjacent the end. The source ofsignaling current is as here shown, a transformer T whose secondary isconnected with the track rails and whose primary -is connected with linewires l2 w-hich are supplied with alternating signaling current by anysuitable means, as by a generator G. The preliminary section P is alsopro-vided with a track circuit which is supplied with signaling currentfrom the line wires 12 through a trans- -'ormer T, and which includes atrack reay c.

The track relays a,. b and c are adapted to respond to alternatingsignaling current, and if electric propulsion current is employed theserelays are preferably such as will respond to the signaling current andnot to the propulsion current. Relays of these types are well known inthe art and need not be explained or illustrated in detail herein.

Each semaphore S and S is provided with a controlling circuit, Iwhichcircuit is in turn controlled by the corresponding clear indicationrelay D or D. The circuit for semaphore S is from battery 10 throughwire 16, armature contact 17 of relay D, wire 18, semaphore S, wire-19,to battery 10. The circuit for semaphore S is from battery 11 throughwire `2O, armature contact 21 of restretch A, the clear indication relayD is energizedv `by `the following circuit :#from battery 11, throughwire 29, back contact of armature contact 30 of relay E, wire 32,circuit controller 15, wires 33 and 34, armature 35 of track relay c,wire 36, armature 37 of track relay ZJ, wire 38, armature 39 of trackrelay a, wire 40, relay D, wire 41, common Wire 42, to battery 11.Assume now a car or train enter the stretch A from the west end: Trackrelay a is first opened, thereby opening the circuit of relay D atarmature contact 39. Relay D is provided with a front contact 44 whichis so vconstructed that it remains closed until just before the relayarmature has reached its full open or denergized position; as hereshown, this is accomplished by means of a iiexible spring 44a fixed onthe contact finger and employed as the contact itself. Hence, when relayD is denergized by the opening of track relay a, contact 44a remainsclosed until after contact 39 reaches its back contact 39a. During theinterval between the closing of contact 39-392L and the opening ofcontact 44, an energizing circuit for relay E is closed, which circuitis the samer as that just traced for relay D as far as armature 39, andis then through wire 43, armature contact 44 of relay D, wires 45 and46, relay E, wires 47 and 42 to battery 11. Relay E is thus energizedand closed. Relay D is also provided with a back contact 17a which, whenthe relay is denergized, closes before the front contact 44a opens. Assoon as the back contact 17aN closes, a holding or stick circuit isclosed through relay E as follows: from battery 10, through wire 16,back contact 17a, wire 48, armature Contact 49, wire 46, relay E, wires47 and 42, to battery 10. When relay D becomes fully openedv so thatcontact 44a opens, the energizing circuit for relay E is opened at thispoint, but relay E remains energized by the holding or stick circuitjust traced. The opening of relay D of course opens the circuit ofsemaphore S and this semaphore therefore changes to danger indication.yThe closing of relay E closes the circuit of lamp L which thereforebecomes illuminated thereby indicating to following trains to proceedthrough' the stretch A under caution.

As the car or train proceeds through the stretch A past the point ofconnection of the source of signaling current with the track rails, itopens track relay thereby holding open the circuit of relay D, relay Dtherefore remains open and relay E remains closed, thereby maintainingthe indication of semaphore S and lamp L.

The opening of'track relay I) closes an energizing circuit for auxiliarysignal relay Has follows: from battery 11, through wire- 50, armaturecontact 51 of track relayc, wire 52, back contact 53 yof track relay b,Wire 54, relay H, wire 55 to battery 11. As the car or train proceedsinto preliminary section P, it opens track relay c thereby closing aholding or stick circuit for relay H, which circuit is from battery 11,through wire 50, back contact of armature contact 51, Wire 56, arniaturecontact 57, wire 58, relay H, wire 55 to battery 11. When the entire caror train leaves the rails of stretch A, track relay b again closes, buttrack relay c is open and this would hold open the circuit of relay D atcontact 35, thereby holding semaphore S at stop, were it not for thefact that relay H is now closed forming a shunt around armature contact35 of track relay c, which shunt is through wire 59, `armature contact60 and wire 61. Hence, as soon as the entire car or train leaves therails of stretch A the circuit for relay D is closed so that semaphore Schanges to clear indication and lamp L is extinguished therebyindicating to following east-bound cars or trains that they may proceedthrough the stretch A at full speed. It is obvious that relay H may beomitted if desired, as shown in Fig. 2. Inthis view the apparatus andcircuits are the same as those shown in Fig. 1, except that relay H, thecontrolling circuits therefor, and the circuit controlled thereby areomitted. With the arrangement shown in Fig. 2, after an eastbound car ortrain passes through thel stretch, the signal device at siding Bcontinues to indicate caution until the car or train has passed off ofpreliminary section P.

I will now explain the operat-ion of the system shown in Fig. 1 duringthe movement of a car or train from east to west. The circuit for clearindication relay D is from battery 10, through wire 26, black contact 27of relay E, wire 62, back contact 63 of relay D, wire 64, circuitcontroller 14, wire 65, armature contact 66, wire 67, front contact 68,wire 69, relay D, wires ,70 and 42 to battery 10. It will be noted thatwhen the preliminary section P is unoccupied this circuit is open bothat relay D and at circuit controller 14 because semaphore S is in theclear position. As the car or train ente-rs the preliminary section P,it opens the circuit for relay D at armature Contact 35 of track relay c(relay H being now open) thereby changing semaphore S to the dangerindication and closing circuit controller 1.4.

A.` As the west-bound` car or train enters `scribedjhence, inthe'interval between the time the back contact 68a closes and frontcontract72 opens an energizingcircuit for relayE iselosed, thisvcircuitbeing the same as 'that just traced for. relay D to armature 68, thenthrough wire `71, armature contact 72, Wires 7 3 and 74, relay E', wires75 and 42 `to battery 10. Relay D is, like relay D,

rovided With aback contact 21 which closes idefore front contact 72opens, so that as relayD opens it closes a holding or stick circuit for,relay E which circuit is from battery 11, through wire 20, armaturecontact 21,

` Wire 76, armature contact 77, Wire 74, relay E,'wires` 75 and 42f`tobattery 11. Hence as the car or train enters the'stretch A, semaphore Schanges to danger indication and lamp L illuminates; and theseindications are maintained until the car or train leaves `the trackcircuit A at the West end. Of vcourse semaphore S- continues to indicatestretch A.

It will be noted that the circuit for relay D` includes circuitcontroller 15 which is danger` as long as lthe car or train occupiesclosed only when semaphore S is at danger and it will also be notedthatthe circuit forrelay D` includes circuit controller 14 which `isclosed only when semaphore S is at danger; this insures that only one ofthe jsemaphores S. or S canindicate clear at the.y same time. If thearrangement of control isl such that both signaling devices indicateproceed, when no car or train is in the` stretch A, these circuitcontrollers operatedby thesemaphores would of course bev omitted, asshown in Fig. 4 hereinafter de scribed.

- `With the form of signaling system shown inFig. l; the operation oftrains may be :as follows: /Vhen Kwest-bound car entrain proceedsthrough the preliminary section P and approaches the siding C, if thedriver finds that the signaling device at this siding indicates eitherclear or caution he will continueon the main track, it being unnecessaryto enter, siding C. If however, the driver finds that thissignalingdevice indicatesdanger, he will enter the siding C and there wait untilthe car or train which is approaching through stretch A passes by.

i Then, with the `arrangement of control here shown, the car or train inthe siding Waits until the other car or train has time to pass entirelyout of preliminary section P, and it their backs out of the siding intopreliminary section P.- In so doing,if the stretch is then clear itcauses semaphore S to lndicate clear and it may then proceed through thestretchA. When aneast-bound car or train approaches siding B, if thedrlver nds that the signaling device at this siding indicates clear orcaution, he will proceed on the main track, it being unnecessary toenter the siding. If however the signaling device indicates danger hewill enter the siding B and Wait until the West-bound car or train whichis in the stretch A passes by. As soon as the last named car or trainleaves the stretch A, if the stretch is then clear, semaphore S willchange to clear indication, and the car or train on siding B may thenproceed through the stretch A.

In Fig. 3 I have shown a duplication of the apparatus shown in Fig. 1,for the protection of two successive stretches A and M. In this case theWest end of stretch M forms the preliminary for stretch A, and thepreliminary for stretch M is the adjacent portion of track to the eastof stretch M. The operation of the apparatus shown in Fig. 3 will beevident from the foregoing explanation of Fig. 1.

In Fig. 1 it Will be noted that relay H is energized by an east-boundcar, or train, but that it is not energized by a west-bound car ortrain. As hereinbefore explained, I accomplish this control by providingan energizing circuit which includes a front contact of the track relayc for the preliminary section P and a back contact of the track relayand by providing a holding or stick circuit Which includes a backcontact of track relay 0. By means of this arrangement of control, theenergizing circuit is closed by an east-bound car or train when trackrelay b opens, but the holding ,or stick circuit is not closed untiltrack relay c is opened.

In the arrangement of control shown in Figs. 1 and 2, when there is nocar or train in the stretch A .or in the preliminary section P,semaphore S indicates clear and semaphore S indicates danger, and bothlamps are extinguished. When a West-bound car or train enters thepreliminary section P it causes semaphore S to change to danger 110 andsemaphore S to change to clear. When the stretch A is occupied by a caror train moving in either direction, the semaphores at both ends of thestretch are in the danger position, and the lamp ahead of the car or 115train is extinguished indicating to cars or trains moving in theopposite direction toward the stretch to stop; but the lamp behind thccar or train is illuminated indicating to succeeding cars or trains thatthey 120 may' follow through the stretch under caution.

In the modification shown in Fig. 4, both semaphores S and S normallyindicate clear, because circuit controllers 14 and 15 are 125 omittedand the circuit for relay D is not controlled by a back contact of relayD. The operation of the apparatus shown in Fig. 4 'will be apparent fromthe foregoing explanation of Fig. l.

It is obvious that other arrangements of normal aspects of the signalsmay be provided for as desired.

Although I have herein shown and `olescribed only a few forms of railwaysignaling systems embodying my invention, it is understood that variouschanges and modifications may be made therein within the scope of theappended claims without departing from'the spirit and scope of myinvention.

'Having thus described my invention, what I claim is 1. In combination,a stretch of railway track, a signaling device adjacent one end of thestretch, a track relay normally energized but opened by thei presence ofa car or train in the stretch adjacent the said end, and relay includinga front and a back contact, a relay controlled by the front contact ofthe said track relay, and having a front contact which, when the relayis denergized by the opening of the track relay, remains closed untilafter the back contact of the track relay has closed, a cautionindication relay for the control of the signaling device, an energizingcircuit for the caution relay including the back contact of the trackrelay and the said frontk contact of the second relay whereby when a caror train enters the stretch from the said end the caution indicationrelay is energized during the interval between the opening of the trackrelay and the opening of the second named relay, means controlled by thesecond named relay for holding the caution indication relay energized aslong as the second named relay remains open, and means controlled by theentrance' of a car or train upon the stretch from the opposite end foropening the second named relay but not closing the caution indicationrelay.

2. In combination, a stretch of railway track, a signaling devicelocated adjacent one end of the stretch and adapted to indicate danger,caution and clear, a clear indication relay and a caution indicationrelay for the control of said signaling device, a track relay operatedby the presence of a car or train in the stretch'adjacent the said endand having a front and a back contact, a circuit for the clearindication relay controlled by the front contact of the track relay,said clear indication relay having a front contact which when thc relayis dencrgized 'by the opening of the track relay remains closed untilafter the back contact of the track relay has closed,l an energizingcircuit for the caution indication relay including the back contact ofthe track relay and the said front contact of the clear indicationrel-ay whereby when a car or train enters the stretch from the said endthe caution indication relay is energized diuring the interval betweenthe operation of the track relay and the opening of the clear indicationrelay, means controlled by the clear indication relay for holding thecaution indication relay closed as long as the clear indication relayremains open, and means controlled by the entrance of a car or trainupon the stretch from the opposite end for opening the circuit of theclear indication relay before the car or train reaches the point whereit controls the said track relay.

3. In combination, a stretch of railway track, a signaling deviceadjacent one end of said stretch adapted to indicate danger, caution andclear, a clear indication relay and a caution indication relay for thecontrol of said signaling device, a track relay normally closed butopened by the presence of a car or train in the stretch adjacent thesaid end and having a front and a back contact, a circuit for the clearindication relay controlled by the` front contactof the track relay,said clear indication relay having a front contact which when the relayis denergized by the opening of the track relay remains closed untilafter the back con-y tact of the track relay has closed, an energizingcircuit for the caution indication relay including the back contact ofthe track relay and the said front contact ofthe clear indication relaywhereby when a car or train enters the stretch from the said end toenergize the caution indication relay during the interval between theopening of the track relay and the opening of the clear indicationrelay, a holding or stick circuit for the cautionindication relaycontrolled by the clear indication relay and arranged to be closed afterthe caution indication relay has become closed and` before the saidfront contact of the clear indication relay opens, and means controlledby the entrance of a car or train upon the stretch from the opposite endfor opening the circuit of the clear indication relay before the car ortrain reaches the point where it opens the said track relay.

4. InA combination, a stretch of railway track, a signaling deviceadjacent one end of said stretch adapted to indicate danger,

caution and clear, a clear indication relay and a caution indicationrelay for the con trol of said signaling device, a track relay normallyclosed b-ut opened by the presence of a car or train in the stretchadjacent the said end and having a front and a back contact, a circuitfor the clear indication relay controlled by the front contact of thetrack relay, the clear indication relay having a front contact whichwhen the relay is denergized by the opening of the track relay remainsclosed until after the back contact of the track relay has closed, an

energizing circuit for the caution indication relay, which circuit iscontrolled by the back contact cf the track relay 'and the `said frontcontact of the clear indication rei `lay whereby whenv a car or trainenters the Stretch from the said end the caution indication relaycircuit is 'closed during `the :interval between the opening of thetrack `relay and the openingof the clear indication `relay and is againopened by the opening of the clear indication relay, a holding or stickcircuit for the caution relay which holding circuit is controlled by theclear indication relay and is closed before the said y energizingkcircuit is opened by the opening of the clear indication relay, andmeans controlled by the entrance oi a car or train upon the stretch fromthe opposite end for opening the circuit of the clear `indication relay'before the car or `train reaches the pointvat which it opens the saidtrack relay.

5. In combination, `a stretch of railway track, a; signaling deviceadjacent one end y y `of said stretch adapted to indicate danger,

caution and clear, a clear indication relay and al caution indicationrelay for the control of said signalingrdevice, a track relay normally.closed but opened by the presence f 1 ofi a car or train in the stretchadjacent the `said end, a circuit for the clear indication relaycontrolled by a front contact ofthe track relay7 an energizing circultfor `the f caution indication relay including a back vcontact of thetrack relay. and a front contact of the clear indication relay, thetrack relay being arranged to close the backl contact before the frontcontact of the clear indication relay opens, `a stick, circuit for thecaution indication relay including a back contact of the clearindication relay and a front contact of the caution indication re-` lay,the said back Contact of the clear indication relay being `arranged toclose before the-said front contact of that relay opens, whereby thecaution indication relay is closed and held-closed by the entrance of acar or train upon the stretch from the end at which said signalingdevice is located,

` and means controlled by the entrance of a car or train upon thestretch from the opposite end for opening the-circuit of the clearindication relay before the car or train reaches the point at which itopens the said track relay.

y 6. In combination, a stretch of railway track, signal devices adjacentthe ends of said stretch each adapted to indicate danger, caution andclear, a clear indication relay and a caution indication relay for yeachsignal device, a plurality of track relays for the stretch of track, acircuit for each` clear indication relay each of which circuits iscontrolled by all of the track relays, an energizing circuit and aholding circuit for each caution indication relay, each of whichcircuits is controlled by the corresponding clear indication relay,means controlled by the track relay first operated by the entrance of acar or train upon the stretch 'for closing the energizing and theholding circuits oi' the caution indication relay for the entering endbefore the clear indication relay for that t end opens, the clearindication relay for the other end of thc stretch being opened or heldopened by the operation of the said first operated track relay.

7. In combination, a stretch of railway track, a signaling deviceadjacent one end of the stretch and adapted to indicate danger, cautionand clear, a clear indication relay and a caution indication relay forthe control of said signaling device, a track relay normally energizedbut opened by the presence of a car or train in the stretch adjacent thesaid end and having a front and a back contact, a circuit for the4 theback contact of the track relay has closed,

means for holding said circuit open by the presence of a car or train inthe portion of the stretchwhere such car or train does not influence thesaid track relay, an energizing circuit for the caution indication relaycontrolled by the back contact of the track relay and the said frontcontact of the clear `indication relay whereby when a car or trainenters the stretch from the said end the vcaution indication relay isenergized, said contacts and connections being inoperative to energizethe caution indication relay when the clear indication relay has lirstbeen opened by a car or train which entered the stretch from theopposite end, and a holding o1' stick circuit for the caution indicationrelay controlled by the clear indication relay and arranged to be closedafter the caution indication relay has closed.

8. In combination, two track relays successively operated by the passageof a car or train, a railway signaling device, an auxiliary signal relayfor the control of said signaling device, an energizin circuit for theauxiliary signal relay inclu ing a back contact of one of the trackrelays and a front contact of the other track relay, and a holdingcircuit for the auxiliary signal relay including a back contact of thesecond mentioned track relay and a front contact of the auxiliary signalrelay.

9. In combination, two track relays successively operated by the passageof a car or train, a railway signaling device, an auxiliay signal relayfor the control of said signaling device, an energizin circuit and aholding circuit for the auxi iary signal relay, .contacts andconnections controlled by the track relays and acting when the trackrelays are operated by the passage of a car or train in one direction toclose the energizing circuit when the first track relay is operated andto close the holding circuit when the second track relay is operated,said contacts and connections being inoperative to close the holdingcircuit when the track relays are operated by the passage of a car ortrain in the other direction.

10. In combination, a stretch of railway track, a signal adjacent oneend of the stretch, a track circuit for the stretch inc cluding a trackrelay opened by a train in the saidend of the stretch, said relaycomprsing a front and a back contact, a relay controlled by said frontcontact and also comprising a front and a back contact, a third relayfor controllin said signal, an energizing circuit for saicgl third relayincluding the back contact of the track relay and the front Contactofthe second relay, and a holding circuit for the third relay includingthe back contact of the second relay.

l1. In combination, a stretch of railway track, a signal device adjacentone end of the stretch adapted to indicate danger, caution and clear, aclear indication relay and acaution indication relay for controllingsaid device, a track circuit for the stretch including a track relayopened by a train adjacent the said end, said relay comprising al frontand a back contact, a circuit for the clear indication relay controlledby the front contact of the track relay, an energizing circuit for thecaution indication relay including the back contact of the track relayand a front contact ofthe clear indication relay, a holdvtopics of thispatent may be .obtained for ve cents each, by addressaing theCommissioner of Patents,

Waahmton, Je. @3

ing circuit for the caution -indication relay including a back contactof the clear indication relay, and means controlled by a train in theother end of the stretch for opening the circuit for the clearindication relay.`

l2. In combination, a stretch of railway track, a track circuit for thestretch including a track relay comprising a front and a back contact, asecond relay controlled by the front contact of the track relay, a thirdrelay, an energizing circuit for the thirdrelay including the backcontact of the track relay and a front contactof the second relay and asource oi' current, a holding circuit for the third relay controlled bythe second relay, and a signal Controlled by the third relay.

13. In combination, a relay having a front and a back contact, means forcontrolling said relay, a second rel-ay controlled by `the front contactof the first relay and comprising 'a front and a back contact, a thirdrelay, an energizing circuit for the third relay including the backcontact of the first relay and a iront contact of the second relay and asource of current, a holding circuit for the third relay including theback contact of the second relay and a front contact of the third relay,and a signal controlled by the third relay.

In testimony whereoil I ailix my signature in presence vof twowitnesses.

HENRY W. GRIFFIN.

Witnesses:

A. L. VENGLLL,' M. S. KIRKLAND.

Coireetons in Letters Patent No. 1298693/ It is hereby Certified that inLetters Patent N o. 1,298,693, granted April 1, 1919, upon theapplication of Henry W. Griffin, of New York, N. Y., for an improvementin Railway Signaling, errors appear requiring correction as follows:Page 4, line 19, Claim l, for the Word and," first occurrence, readsaid; saine page, line 98, claim 3, strike out the Words to energize,and same line, after the Word relay insert the Words is energized; andthat the said Letters Patent should be read with these correctionstherein that the same may conform t0 the record of the ease in thePatent Oflee.

Signed and sealed this 22d day of April, A. D., 1919.

F. WV. I-I. CLAY,

Acting Commissioner of Patents.

[SEAL]

